XS TRIGEAR OWNERS MANUAL

Transcription

1 XS TRIGEAR OWNERS MANUAL AFFIX PHOTOGRAPH OF YOUR AIRCRAFT HERE Aircraft Registration... Europa Construction Number... Page 1

2 Published by Europa Aircraft (2004) Ltd. 30 Dove Way, Kirby Mills Industrial Estate Kirkbymoorside, North Yorkshire, YO6 6QR, England No part of this manual may be reproduced in any form without the prior written permission of the publisher. Copyright November 2006 by Europa Aircraft (2004) Ltd All rights reserved Printed in Great Britain WARNING : This manual is obsolete unless updated by newsletters 42 and onwards. Mandatory flight safety improvements may be included so do not fail to do this. Remember, the responsibility is yours. OWNER S DETAILS Built by Operator Page 2

3 Table of Contents 1 Introduction Limitations and Placards EMERGENCY PROCEDURES Rigging and de-rigging Normal operations Weight and Balance Initial systems check Service and Maintenance Flight testing procedures Safety information Pilot experience requirements Performance Page 3

4 Note: The information in this manual refers to aircraft built to Europa manufacturing manuals. Any modifications may alter the applicability to your aircraft. List of Revisions Issue Revision Pages affected Date 1 - All August i-3,4 1-1, 5-16,17,18, 6-2,3,4,5,6,7,8, 7-3, 8-2, 12-3 i-3, 7-9&10, 8-5&6, 9-5 to 20 March 2003 September i-3, 5-8, 9-3 July September All (New Format). 5-3 Page 4

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7 1 Introduction The purpose of this manual is to explain how to operate your Europa aircraft safely. General description The Europa is a modern two seat, high performance homebuilt aircraft which uses the latest aerodynamic design in wing sections and composite construction techniques. The Europa tri-gear is designed to be an efficient touring aircraft with safe handling characteristics. By incorporating a 3 blade propeller and efficient exhaust silencer system the Europa complies easily with all international noise requirements for light aircraft. A purpose built transporter can be used so that the aircraft may be quickly rigged and de-rigged for storage at home. The Europa tri-gear has non-retractablemain and nose gear. The flaps are electrically operated, and can be set to any position between zero and full flap (30 ). Principal Features and Dimensions Engines Rotax bhp / 60 kw Rotax 912S bhp / 73.5 kw Rotax bhp / 86 kw Wing Span 27 ft 2 in (8.28 m) Wing Area 100 ft² (9.30 m²) Wing Root Chord 50 (1.27 m) Wing Tip Chord 40 (1.02 m) Aspect ratio 7.0 Length 19 ft 8" (6.00m) Height 7 ft 0 (2.13 m) Tailplane span 8 ft (2.44 m) Tailplane area 22 ft² (2.05m²) Page 1-1

8 Fuselage width 44" (1.12 m) Baggage capacity 80 lb (36 kg) Gross weight 1370 lb (622 kg) Wing loading 13.7 lb/ft² (67 kg/m²) Main wheel tyres 5.00 x 5 Nose wheel tyre 11 x Fuel capacity 15 Imp gall 68 litres Page 1-2

9 Figure 1-1 Cockpit Layout 1. Flight Instruments 6. Throttle 2. Engine Instruments 7. Engine RPM 3. Radio/Nav Equipment 8. Pitch Trim Switch and Guage 4. Fuel Sight Gauge 9. Choke 5. Wheel Brake Page 1-3

10 Important Notice This manual is not designed, nor can it serve as a substitute for sufficient and competent flight instruction. It is not intended to be a guide of basic flight instruction nor a training manual. This manual should be read thoroughly by the owner/operator/pilot to become familiar with the operation of the aircraft. It is intended to serve as a guide under most circumstances, but cannot take the place of good sound judgement during operation. Multiple emergencies, adverse weather, terrain, etc. may require deviation from the recommended procedures. The owner and operator of an aircraft should be familiar with government regulations applicable to the operation and maintenance of an aircraft. All airworthiness directives (ADs) issued against an airframe, engine or propeller must be complied with. Flying itself is not inherently dangerous, but to an even greater extent than any other mode of travel it is terribly unforgiving of any carelessness, incapacity or neglect. The builder/pilot is entirely responsible for the manufacture, maintenance, inspection, flight test and normal operation of the aircraft. Therefore, thorough, careful procedures must be carried out at all times. How well the aircraft is built, maintained and operated will determine how safely it performs. Maximum performance and safe operation can only be achieved by a skilled pilot and good mechanic. Thorough, careful construction, continued maintenance and practice during operation are essential. Performance data in this manual is based on data collected on the Europa prototype aircraft operated by Europa Aircraft Ltd. Many factors affect aircraft performance - build quality, maintenance standards, propeller settings, builder modifications, pilot techniques etc. The aircraft operator/pilot should carefully measure and record the performance of their aircraft to assist in the safe operation of their particular aircraft. Page 1-4

11 2 Limitations and Placards Limitations Never Exceed Speed (V NE ) 165 kts (305 kph) Manoeuvring speed (V A ) 97kts (179 kph) Max Structural Cruise Speed(V NO ) 131kts (243 kph) Max. Flap extension speed (V FE ) 83kts (154 kph) Structural limit loads (1370lb) +3.8g/-1.9g Placards Intentional spins prohibited. No smoking in or near aircraft. Flight in icing conditions prohibited. Canopy warning: do not open in flight. Registration letters / numbers and name and address of registered owner (To be engraved on a stainless steel plate). Occupant warning: This aircraft has not been certificated to an international requirement. Daytime VFR only. (Depending on nationality) Throttle FULL IDLE Pitch Trim Indicator NOSE UP NOSE DOWN All circuit breakers/fuses and switches to be placarded. CONNECT PITOT/STATIC (To be positioned on seat back.) Page 2-1

12 Airspeed Indicator Markings White arc kts Green arc kts Yellow arc kts Red line 165 kts (full flap operating range) (normal operating range) (operate with caution - only in smooth air) (maximum speed for all operation) Engine limitations Refer to engine operating and maintenance manual, supplied by engine manufacturer. Weight limits Maximum takeoff weight Maximum landing weight 1370lb 1370lb Maximum baggage weight 80lb (Refer to weight and balance section 6). Centre of gravity limits Forward limit Aft limit 58.0" aft of datum 62.5" aft of datum The fore and aft reference datum is a position forward of the rear edge of the cowling joggle in the fuselage moulding. Symbols, abbreviations and terminology CAS Calibrated airspeed is the indicated airspeed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. KCAS Calibrated airspeed expressed in knots. GS Ground speed is the speed of an aircraft relative to the ground. IAS Indicated airspeed is the speed of an aircraft as shown on the airspeed indicator. KIAS Indicated airspeed expressed in knots. Page 2-2

13 TAS True airspeed is the airspeed of an aircraft relative to the undisturbed air which is the CAS corrected for altitude, temperature and compressibility. V A Manoeuvring speed is the maximum speed at which application of full available control inputs will not over stress the aircraft. This speed is also used as a rough air speed in turbulence. V FE Maximum flap extended speed is the highest speed permissible with the flaps in a prescribed extended position. V NE Never exceed speed is the speed limit that may not be exceeded at any time. V NO Maximum normal operating structural cruise speed is the speed that should not be exceeded except in smooth air, and then only with caution. V S0 is the stalling speed is the minimum steady flight speed at which the aircraft is controllable with flaps extended.. V S1 is the stalling speed is the minimum steady flight speed at which the aircraft is controllable, with flaps retracted. V X Best angle of climb speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance. V Y Best rate of climb speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time. Page 2-3

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15 3 Emergency Procedures Fire There are normally only three sources of aircraft fire, electrical, fuel and oil. In the event of fire on the ground shut off all electrical power and fuel supply and evacuate the aircraft taking with you the carbon dioxide type fire extinguisher that should be fitted to the aircraft. For in flight fire, determine the cause: If electrical - switch all electrical power off. If fuel, switch both fuel and electrics off. If an oil fire is suspected then initially slow the aircraft sufficiently to stop the propeller from windmilling, and so stop the oil pump, before resuming the best glide speed. Engine failure Modern aircraft engines of the type fitted to the Europa are extremely reliable. Catastrophic failure without any warning is most unlikely. Pilot induced failures on the other hand are quite common. Running out of fuel, mistaking mixture and carburettor heat control, complex fuel management tasks and carburettor icing are but a few causes for engine stoppage. The Rotax engine as fitted to the Europa does not require a separate carburettor heat lever nor does it have a mixture control (other than the choke for cold starting). The design intentions have been to cut engine management/pilot workload to a minimum. Pilots should regularly monitor the condition of the engine during flight. A gradual or partial loss of power, rough running, increasing oil or cylinder head temperature, electrical discharge, lowering oil pressure or increased mechanical noise and vibration could be a signal that all is not well and that a precautionary landing should be made. If the engine stops- Don t panic. The first and most important rule in any emergency in the air is FLY THE AIRCRAFT Keep control Page 3-1

16 Every year lives are lost because pilots lose control of the aircraft (stalled or spun in) whilst experiencing what was possible a relatively minor emergency. The Europa Motorglider has good speed stability so even if you become inattentive the aircraft should maintain the selected attitude and speed, providing it is in trim. If the engine stops: TRIM FOR 75 kts FUEL PUMP ON - SELECT RESERVE CHECK IGNITION ON BOTH ASSESS HEIGHT If less than 1000 feet: CHOOSE AN AREA STRAIGHT AHEAD LAND WITH FLAPS DOWN If over 1000 feet: CHOOSE A SUITABLE LANDING SITE PLAN A CIRCUIT LAND WITH FLAPS DOWN If time permits: Try a restart, using the starter if required Note: If the propeller stops windmilling, diving to V NE will not restart it due to the high compression and geared engine. If height and time permit: Fuel Ignition Mayday call Master switch off off Brief passenger to tighten harness, adopt brace position and pull feet back. off Page 3-2

17 If engine will not restart Always land into wind if possible. Do not try to stretch your glide - better to land a little fast on a touchdown point of your choosing than to stall into a hedge or wall. In other words - it is better to hit the far hedge at 20 kts than to stall into the near one at 45 kts. Evacuate the aircraft as soon as possible. Engine failure after takeoff (EFATO) If the engine fails soon after the aircraft has left the ground on takeoff, lower the nose immediately to maintain flying speed and prepare to land straight ahead. Slight turns can be made to avoid obstacles. Only if enough altitude is available can a 180 turn be made to return to the airfield. You are much more likely to survive an emergency landing following an EFATO by landing straight ahead than a stall and spin resulting from a steep, slow turn back to the field. Only if there is time and you have maintained control of the aircraft should you try to restart the engine. NOTE: If engine stoppage was due to fuel starvation and the engine restarted after selecting the reserve setting land within 15 minutes. Be prepared for a greater rate of descent with a dead engine as opposed to one on idle power. Glide in the clean configuration (flaps up) to achieve best glide range. With flaps down and the use of side slipping, high rates of descent can be achieved. In-flight canopy opening If a canopy opens in flight it will most likely depart the aircraft. If it does not, do not lose control of the aircraft whilst trying to close it. Ditching Flaps should be down to give minimum speed and cushion impact. Landing into wind on the back of a swell is best, or along a trough if that is not possible. Regularly practice all emergency procedures because you never know when you will need them. Page 3-3

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19 4 Rigging and de-rigging The Europa was designed from the outset to be easily rigged and de-rigged for storage at home. A specially designed transporter is available to facilitate ease of operation. The wings of the Europa can be removed leaving the fuselage standing on its undercarriage. This de-rigging is useful if hangar space or door width is limited. Refer to figure 1 and the subsequent description to aid understanding how the wings are attached to the fuselage. Page 4-1

20 Figure 1. Wing rigging. 1. Port wing spar 9. Pip pin. 2. Starboard wing spar. 10. Flap pin inspection point. 3. Port spar socket. 11. Forward lift pin (starboard). 4. Starboard spar socket. 12. Aft lift pin (starboard). 5. Spar pin (port). 13. Pip pin. 6. Spar pin (starboard). 14. Flap pin inspection point. 7. Forward lift pin (port). 15. Pitot/static connect 8. Aft lift pin (port). Page 4-2

21 The main wings are held in place by two ½" diameter pins that pass through both wing spars and the fuselage seat back bulkhead. These pins take the wing bending loads. Two 12 mm diameter pins, fitted to the wing root forward and aft ribs, locate in receptacles on the fuselage sides to lift the fuselage and take torsional loads. ¼ pip pins are inserted vertically through the rear 12 mm pins and receptacles to take the wing drag loads in the cruise and also the forward lift loads at high angles of attack. There are 12 mm diameter pins in the root ribs of the flaps and these locate into bearings on the ends of the flap operating drive tube in the fuselage. An inspection hole is cut in the inboard top skin of the flaps so that proper location with the controls can be verified during rigging and preflight inspection. Ailerons self connect by use of a bellcrank on the wing root rib which mates with a similar bellcrank fitted to the fuselage. Steel locator boxes are fitted to encapsulate the ends of the spars making rigging simpler by holding the wing in position to allow the pins to be engaged. Rigging Before rigging inspect:- security of the wing spar sockets see MOD/247/008. both wings and controls for damage and correct operation. wing pins and pip pins for damage or corrosion. aileron and flap connect parts for damage and correct operation. fuselage sides where the wings mate for damage. wing pin receptacle for damage and corrosion. pitot/static connection tubes for damage. Page 4-3

22 Rigging starboard wing shown. Note: Rigging the wings is a two person operation With the fuselage supported upright slide the port wing part way into the fuselage, and connect the pitot/static tube connections. Then slide the wing fully home. Witness marks on the fuselage adjacent to leading and trailing edges will help with correct wing incidence alignment. As the wing is being pushed in make sure that the front and rear wing pins also locate in their sockets. Page 4-4

23 Once fully home insert the ½" main pins through the seat back approximately 1" and insert the ¼ pip pin vertically through the rear 12 mm pin and receptacle. Ensure it springs back into the locking position. In a similar manner engage the starboard wing, push the ½" pins in the seat back bulkhead fully home, and latch. De-rigging the wings is the reverse of rigging. After de-rigging the wings check the security of the wing spar sockets see MOD/247/008. Page 4-5

24 Tailplanes The tailplanes, port and starboard, engage on the tailplane torque tube that passes through the rear of the fuselage, and are held in place by ¼ pip pins. The tailplane is driven by two ¼ drive pins which locate into bushes built into the tailplane inboard rib. The anti-servo/trim tab drive is also located into the drive tube passing through a slot in the fuselage sides. Figure 2. Tailplane rigging. 1. Torque tube 4. Anti servo/trim tab drive 2. Inner bush (built in) 5. Pip pin 3. Outer bush (built in) Page 4-6

25 Rigging the tailplanes Inspect the individual tailplane for damage. Inspect the tailplane torque tube for damage, scoring or corrosion. It should be kept well greased. A plastic tube can be slid over it for ground handling and to stop dust from sticking to the grease. Warning: Take care when sliding the tailplane onto the tube, make sure that they are supported until the tube contacts the outer bush in the tailplane - avoid using any force. Hold the tailplane as shown, holding the anti-servo/trim tab from flapping around. Page 4-7

26 Sliding the tailplane onto the torque tube vertically enables better control to ensure the torque tube engages the outboard bush. Make sure that as the tailplane drive lugs engage into the tailplane inboard rib, the anti-servo/trim tab drive lugs also engage in the appropriate sockets. Engage ¼ pip pins to secure tailplanes and ensure the plunger springs back into the locking position. Page 4-8

27 De-rigging the tailplanes is the reverse of rigging; however, it would be good practice to rotate them to their maximum trailing edge up position before removing the first tailplane and so prevent the mass balance weight from crashing down onto its stop once the drive pins disengage. Page 4-9

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29 5 Normal operations Introduction This section describes the normal operating procedures for both ground and flight operations. All pilots should be thoroughly familiar with this section and the Emergency Procedures, Operating Limitations, Initial Systems check-out, Flight test procedures and Performance data before attempting any ground or flight operations. Recommended Speeds Best rate of climb speed (V Y ) 75 kts 139 kph Best angle of climb speed (V X ) 61 kts 113 kph Glide speed (engine off) 75 kts 139 kph Stall speed (flaps up) 49 kts 91 kph Stall speed (flaps down) 44 kts 81 kph Pre-flight Walk Around Cockpit Throttle Master switch Ignition switches Fuel Main wing pins Fuel drains (if fitted) closed off off (both) on main tank engaged and locked. check clear of water Page 5-1

30 External port side Remove all tie downs and control locks and stow. Main Gear Wheel Brake Door and latch Flap Aileron Upper and lower wing skin Pitot/static tube Forward and aft wing pins Tyre for creep, condition and inflation and (if fitted) speed kit for condition, security and debris between the wheels and fairings. Brake pad wear and calliper secure Check for correct operation and freedom from cracks Check operating pin engaged and hinge points for damage Condition and operation, free from backlash Free from stress cracks, fractures and buckles Clear no damage Engaged into fuselage socket. Pip pins in and secure. Check pip pin spring action Engine and propeller Check:- All cowling attachment screws Engine oil and water Exhaust tailpipe Water radiators Propeller condition Spinner Secure Quantities, inspection hatches secure Secure Clear from obstructions, damage and chafing Free from cracks or damage Secure and free from cracks Rotate engine through four blades to check that no engine oil hydraulic locking is present. Note: Always treat an aircraft propeller as live. Page 5-2

31 Nosegear Nose Wheel Nose Leg Speed Kit (if fitted) Nose Wheel Orientation Tyre for creep, condition and inflation Condition For condition, security and debris between the wheel and fairing. Ensure wheel / speed kit assembly is in the normal trailing position. Note: If the aircraft is pushed back it can rotate 180. In this rotated position the propeller can contact the top of the fairing. External starboard side Main gear wheel Brake Windscreen and door Upper and lower wing skin Aileron Flap Door and latch Forward and aft wing pins Rear fuselage skin Tyre for creep, condition and inflation and (if fitted) speed kit for condition, security and debris between the wheels and fairings. Brake pad wear, calliper secure Plexiglas for cleanliness and freedom from cracks For cracks, fractures and buckles Condition and operation Check operating pin engaged hinge points for damage. For correct operation. Engaged into fuselage socket. Pip pins in and secure. Check pip pin spring action For cracks, fractures or buckling. Tailplanes Tailplanes attached Anti-servo/trim tabs Pip pins engaged and sprung back to locked position Connected Page 5-3

32 Tailplane Rudder and fin Rudder Check full and free movement, balance, and correct tab operation (tailplane trailing edge up tab trailing edge up). For cracks and fractures. Hinges and push-rod attachment Entrance is gained to the cockpit from the trailing edge of the wing. A step area on the wing is provided to assist in the safe entry/exit of the aircraft. Cockpit Check:- Fuel selector valve to MAIN. Glass fuel in-line filter(s) for water and contamination. All instruments and controls for damage. Note: Always brief passenger to step off the wing towards the tail on departing the aircraft, never forward towards the propeller. The gull wing doors are supported on gas shock struts in the open position. The aircraft may be taxied in calm conditions with the doors open where large power inputs are not necessary. In gusty or soft, wet grass conditions where large power inputs are necessary to start the aircraft moving it is prudent to close the canopy. This is also wise in dry dusty conditions when dry grass and debris may be blown into the cockpit area by the propeller. Pilot position The Europa is designed to accommodate pilots up to 1.93 m (6 4") in height in comfort. Shorter pilots can fly the aircraft but they must sit on cushions to bring their eye level up to that of a tall pilot. Note: When seated in the Europa all pilots must have a maximum clearance of 2.5cm (1") between the top of their heads and the canopy. This is necessary to give the best view over the nose for the taxi/take off and landing. Being just 5cm (2") lower than optimum makes a large difference in the field of view over the nose. Page 5-4

33 Rudder pedal position is set during the build process but to bring the pedals further aft for pilots with shorter legs a small cable adjuster can be fitted onto the rudder pedal cables in the rear of the fuselage. Seat belts Four point harnesses are provided for safety with a simple press to release operation similar to many motor cars. These are fully adjustable and should be tight, particularly in the takeoff and landing stages of the flight. Door latch operation should be checked before flight and clearly placarded on both the inside and outside of the door showing the open and closed position and a warning Do not open in flight. Engine starting Engine starting on the Rotax engines is both simple and straightforward. Cold start Brake Check Master switch Ignition Throttle Electric fuel pump Choke Call Starter Parking brake on (if fitted) Clear ahead and behind On Both on Exercise, then set closed (912) on for 3 seconds, then off. (914) one pump on. Pull and hold full on. CLEAR PROP. Engage Check oil pressure rises within 8 seconds. Close choke gradually, increasing throttle to maintain engine RPM and warm engine at 2000 rpm for 2 minutes, then at 2500 rpm until the oil temperature reaches 50 C. Page 5-5

34 Park into wind and check each ignition circuit at 4000 rpm. Maximum drop with one circuit inoperative 300 rpm. Maximum differential 115 rpm. Hot start Same as cold start but do not use choke. Opening the throttle slightly may help during hot starts. Note: Refer to Rotax engine handbook for engine operating limitations and placard accordingly. Pre-take off check list (vital actions) Trim Throttle Choke control Fuel contents set for takeoff (neutral) Closed, engine idling smoothly. Full in (off). Sufficient for flight and reserves Fuel selector valve to MAIN. Fuel pump (electric) Flaps Hatches (doors) Harness Temps and pressures Controls (912) on. (914) both pumps on Check 18 down Closed and latched. Check both front and rear shoot bolts engaged Tight Within limits (engine) Full and free Important: Check that full rudder can be achieved before the rudder pedals contact the firewall. Cables stretch in service and anything less than full movement of the rudder must be remedied before flight. Flight instruments Set altimeter etc, radio, GPS and transponder tuned (if fitted) Look out Page 5-6

35 Passenger safety brief It is good practice always to brief passengers on all flight safety aspects. At Europa our brief consists of: Entry and exit of aircraft from trailing edge of main wing, never forward towards the propeller. Door latch operation - not to be opened in flight. Seat belt adjustment and operation. Position of fire extinguisher, fire axe and first aid kit. In case of emergency - keep quiet and follow instructions. Taxiing The Trigear Europa is fitted with differential brakes and is an easy aircraft to taxy. In all but strong winds the Europa should be taxied with the control stick held in the aft stick position. In strong tail winds, 20kts +, the control stick should be in the neutral position. Take off The normal take off procedure is:- Open throttle smoothly and keep the aircraft tracking straight with rudder pedals (be prepared to apply right rudder to counter blade effect). The take-off run should be commenced with the stick slightly aft of neutral to reduce the load on the nose wheel. Once elevator control has been achieved, which will be at about kts, the nose can be raised slightly followed by a positive rotation at 50 kts. Climb initially at 55 kts to clear any obstacles, allowing the aircraft to accelerate to 60 kts before retracting the flaps. Retract the flaps in stages of about 5 or 6. Note: With the Warp Drive propeller fitted you may find that the engine RPM in the climb will be slightly less than the static RPM. This is due to the propeller becoming more effective as the aircraft accelerates during the take-off run. Once the flaps have been retracted allow the aircraft to accelerate to kts for the climb. Page 5-7

36 A cruise climb of kts may be preferred as this will give better engine cooling and greater field of view over the nose of the aircraft. Climb checks Flaps Up Engine temperatures and pressures within limits Fuel pump - above 1000 ft AGL (912) off (914) secondary pump off Short or rough field take off (refer also to performance section) Set flaps to full down. Hold the aircraft on the brakes whilst applying full power. Release the brakes and apply sufficient rearwards pressure on the control stick to raise the nose as soon as possible. It will be possible to rotate and lift off at a lower speed than normal. The initial climb ratewill be slightly less than normal.. Important: Do not try to fly the aircraft off the ground before flying speed has been reached. On a rough field where the aircraft is being thrown into the air by undulating ground, resist the temptation to over rotate. This will simply stall the main wing, create increased drag and slow down or even stop the acceleration. By trying to force the aircraft off the ground too early the take off distance can easily be doubled and in the worst case extended indefinitely. High density altitude take off Since every aircraft is different, accurate high density altitude take off distances are difficult to predict. Many factors affect take off performance such as gross weight, temperature, type and pitch setting of propeller, altitude, engine horsepower, pilot ability etc. We recommend that each pilot determine high density altitude take off and landing performance for his own aircraft. In the acceleration and take off phase of flight, power available is the major consideration. By having an engine producing only 80hp to start with (Rotax 912) any loss in available horsepower through increased density altitude will have a greater effect than on an aircraft with say 160 hp. As an example imagine two aircraft that require 60 hp to fly straight and level at 70 kts. Aircraft A has an 80 hp engine and aircraft B has 160 hp engine. Aircraft A has a surplus power of 20 hp available for climb whilst aircraft B has 90 hp. The higher the density altitude the lower the power available for climb. If in our example, the higher density altitude reduces the power available by Page 5-8

37 25%, Aircraft A now has only 60 hp available and so would be unable to climb, Aircraft B still has (120 60) = 60 hp available for climb. There is one other important point that needs considering and that is the use of flaps for high density altitude take offs. For an aircraft to fly and climb, lift must exceed weight. This lift is created by the wings, but how efficiently this lift is generated is of major significance when considering high density altitude operation. Any increase in lift generates an increase in drag. Wing flaps increase lift but at a price. That price is a disproportionate increase in drag that must be paid for by thrust and therefore engine power. The problem is that as flaps are deployed a greater price in drag has to be paid for the extra lift generated. In other words flaps produce extra lift but not as efficiently as a clean wing. Referring to the earlier example, if it takes more power to generate the lift then the extra power available for climb will be reduced and even this power available for climb will not be used efficiently. The best rate of climb for an aircraft is always when it is in the clean configuration. The Europa is most affected by density altitude by:- Being low powered (unless the 914 Turbo version of the engine is fitted). Having flaps deployed. A technique that can be used with the Europa to maximize high density altitude take off performance is to accelerate after lift off, at approximately feet, to 55 kts and then in level flight carefully retract the flaps a few degrees at a time. Care must be taken not to let the aircraft sink back down onto the runway. The flaps should be completely retracted as 65 kts is reached. Once clean accelerate to 75 kts before climbing. Important: This technique should only be used when it has been practiced at safe heights of 500 ft plus. Pilots who fly regularly at high density altitudes know what to expect in terms of reduced aircraft performance and are prepared for it. For those who are not and end up being thrown in at the deep end, the first thing that you may become aware of is that the aircraft appears slow to accelerate and, once airborne appears to Page 5-9

38 want neither to climb nor to accelerate. You may be alarmed, thinking that the engine has lost power and in a way, of course, it has. The worst thing that the pilot can do at this stage is to try to make the aircraft climb by pulling back on the stick and reducing airspeed further. Note: A reduction in take off and climb performance can be quite marked even at a density altitude of 3000 feet so don t think that you have to be up in the Alps or the Rockies for it to catch you out. Cross wind take off The Europa has quite a small, round, rear fuselage, a fairly small fin, and a powerful rudder. The demonstrated cross wind component of the aircraft is 15 kts. With the Rotax engine fitted, which turns the propeller clockwise as viewed from the cockpit, the effect of engine torque, the rotating prop wash and gyroscopic precession of the propeller makes a cross-wind from the port side the worst case. If the wind is at 90 to the runway, take off with the wind from the right. Be prepared to use substantial differential braking to keep the aircraft straight in the early part of the take-off run. Practice your cross wind take offs and landings on a wide runway and gradually build up your experience. Europas have been operated in cross winds greater than 20 kts but pilot skill and experience is very important. Find the cross wind limit that you are comfortable with and stick to it. Remember: The superior pilot uses his superior judgement so that he never has to demonstrate his superior skill!! Cruise Manoeuvring speed is 97 KIAS, remain below this speed in rough air. Depending on aircraft weight and propeller setting rpm with the Rotax 912 engine should result in a 120 kts IAS cruise and a fuel burn of approximately 4 imperial gallons per hour (18 20 litres per hour) or in motor car terms 35 m.p.g. A typical economy cruise would be 100 kts IAS resulting in a fuel burn of approximately 2½ imperial gallons per hour (11 12 litres per hour) or 46 m.p.g. Page 5-10

39 75% power at 8,000 ft should give a true airspeed of 130 kts. Unfortunately the Rotax 912 engine is not equipped with mixture control nor are the carburettors altitude compensating so the gain in fuel economy with altitude is not as great as it could be. There are many features designed into the Europa to make it comfortable in the cruise. The rudder pedals are designed so that the pilot or passengers can tilt their feet inwards and relax them in a stretched out position in front of the rudder pedals. This places more of your weight on the thigh support rather than the spine, and greatly increases comfort on long flights. The instrument module has a moulded tray area which is level in the cruise. This can be used for drinks and refreshments. The silencer system and draft proof door seals give a quiet cruise with low noise fatigue. Regularly check engine temperatures and pressures and fuel remaining whilst in the cruise. Descent The Europa has low drag so plan your descent early. Arriving overhead your desired airfield at 6,000 feet is a waste of time and fuel. Although the Rotax water cooled engine is less susceptible to shock cooling than its air-cooled cousins it is still good practice to keep some power on in the descent. As a rule of thumb use 3 miles per 1,000 feet to plan your descent. Airfield approach checks F Fuel R Radio sufficient tuned, volume set E Engine Temperatures and Pressures within limits D Direction Indicator A Airframe synchronised with compass surplus equipment stowed Approach and landing Circuit or pattern speeds are best flown at kts. Flap limit speed is 83 kts. Page 5-11

40 Flapless approach and landing In the event of flap motor failure a flapless landing will be necessary. At the normal approach speed of 60 kts the nose attitude will be too high to give adequate forward vision, therefore the approach should be made at 70 kts. The approach should be flown flatter than normal otherwise speed control will be difficult. Expect slower deceleration in the flare so aim to reduce power to idle before crossing the threshold so that the airspeed has diminished to about 60 kts. As the nose is raised in the flare, you will have to rely more on peripheral vision to assess height. Downwind checks B Brakes F Flaps F Fuel H Hatches and harnesses off down 10, trim for 80 kts sufficient for overshoot and go around. Second fuel pump on. secure Final approach checks Final approach should be flown at kts. Smoothly reduce power over the threshold and fully extend the airbrakes to flare and touch down at kts (depending on weight) on the main wheels. Keep the nose up until the speed is reduced, then lower it gently onto the runway. Keep the aircraft tracking straight down the runway, initially with rudder, then as rudder authority is lost, with differential braking. If a large bounce occurs add power immediately and go-around or, with sufficient runway length remaining, attempt a further touchdown. Cross wind landings Cross wind landings are best flown by using the wings level crab technique, ruddering the aircraft straight in the flare and maintaining a wings level attitude. Be prepared to use differential braking at a higher than normal speed. Page 5-12

41 Tie down Parking Control locks The Europa is best tied down at the main and nose wheels. Controls can be secured by placing the seat belt around the control column and tightening them. The rudder will require a separate lock in gusty conditions. Stalls Note: Some form of stall warning device, providing between 5 and 10 kts of pre-stall warning, is mandatory on the Europa. Stall strips which induce the wing roots to stall first, located on the leading edges of both wing roots, are suitable and enable poor stalling behaviour to be tuned out (refer to Flight Testing for correct fitting procedure). Without stall strips the stall will be less predictable and provide less airframe buffet pre-stall warning. Warning: Intentional spins are prohibited in the Europa. We recommend that stalls are practiced with recovery by 3,000 ft A.G.L. Be familiar with standard spin recovery techniques before practicing stalls. An aircraft can stall at any airspeed and attitude but the recovery is always the same - stick forward to break the stall. Just prior to the stall a slight to moderate airframe buffet may be felt. If the stick is moved full aft a more pronounced buffet will be felt accompanied by a pitch oscillation before the nose drops. To recover, ease the stick forward and counter any wing drop with rudder. Although the ailerons remain effective up to and during the stall, any wing drop should not be contained by use of aileron but by using rudder to prevent further yaw and therefore further wing drop. Recover the stall in a wing down attitude, then once flying speed is re-established, level the wings and pull out of the dive. Power off stalls When practicing power off stalls remember to first carry out HASELL safety checks. H Height A Airframe S Security E Engine recovery by 3,000 ft A.G.L. flaps as required. no loose objects, harness secure Temperatures and Pressures within limits, fuel ok Page 5-13

42 L Location L Look out clear of built up areas, airfields, controlled airspace, and cloud. check for other aircraft. Progressively bring the stick back to prevent a descent and, as the aircraft stalls, ease the stick centrally forward and simultaneously apply full power to recover then level the wings and ease out of the dive. Practice these stalls both in the clean and landing configuration. Take care not to exceed 83 kts in the recovery with the flaps down. Power on stalls Practice these stalls with increasing amounts of power, bringing the stick progressively back until the stall occurs - with higher power settings right rudder will be required to keep the aircraft in balance (with clockwise rotation of the propeller as viewed from the cockpit). As power is increased there is more likelihood of a wing drop during the stall. Recovery is always the same; ailerons neutral, stick forward, countering any wing drop with rudder. Warning: Power on stalls can more easily lead to a spin entry. Give yourself plenty of recovery height. The Europa is a very clean aircraft and will pick up speed very quickly in a dive. Power is not usually necessary to aid in the recovery from a stall unless you don t want to lose altitude, as on the approach to landing. Spinning Intentional spinning is prohibited. Both the proof-of-concept (P.O.C..) aircraft G-YURO and the kit prototype G-ELSA have been extensively spin tested, up to 12 turns, and found to have excellent spin recovery with standard spin recovery techniques. Both aircraft were also found to recover satisfactorily from fully developed spins by removing both hands and feet from the controls depending on trim setting. However, due to builder differences, individual kit aircraft may not exhibit the same spin characteristics as our prototypes. The prototype aircraft have a developed spin rate (after 3 turns) of approximately 180 per second with a 60 nose down attitude. If a spin is inadvertently entered; Close the throttle. Retract flaps if deployed Page 5-14

43 Full rudder against direction of spin. Slight pause. Stick forward to neutral. Centralise rudder as spin stops. Recover from dive to a climbing attitude, applying power as the nose passes above the horizon. Page 5-15

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45 6 Weight and Balance To operate the Europa aircraft safely it must be flown within the prescribed weight and centre of gravity limits. Flight outside these limits is dangerous and could lead to loss of control. Maximum gross weight 1370lb (621 kg). Flight C of G limits: Forward Aft 58.0" aft of datum 62.5" aft of datum These limits are equal to 17% 26% mean aerodynamic chord (MAC). The datum is a point forward of the rear edge of the cowling joggle in the fuselage moulding. Empty weight and C of G calculations Before any flight is made an accurate weight and balance check needs to be carried out on your completed aircraft. Use the aircraft prepared for service (APS) weight. The APS weight of your aircraft will be the basic weight of the aircraft complete with engine oil and unusable fuel plus all equipment that will remain on board the aircraft - e.g. fire extinguisher, first aid kit. Important: The aircraft must be weighed in the level attitude. Equipment required to carry out C of G measurements Two accurate weighing scales, one of which must be able to read up to approximately 750lb/350kg. (Note -bathroom scales have insufficient accuracy). Plumb bob. Tape measure. Spirit Level. Chalk or pencil to mark floor. Pen and paper. Two people. Calculator. Page 6-1

46 One brain (switched on) 1. Level the aircraft on smooth, level ground by placing the spirit level on the port side door rebate placing foam blocks or similar under the appropriate wheels. 2. Hang a plumb bob from the rear edge of the cowling/fuselage joggle on the port side down to the floor and mark the position; repeat on the starboard side. Join the two marks together and find the centre. Construct a line at right angles going forward from the centre of the first line, and mark off a distance of (74.3 cm). This point is the datum and is Fuselage Station Zero (FS 0.0). See Figure 1. Figure 1 3. Carry out a similar operation to find the positions of the main wheels and the nose wheel. The main wheels should be at approximately FS 70, that is 70" aft of the FS 0.0 mark. Similarly, the nose wheel should be close to FS 15. Once you have accurately recorded the positions of the main wheels and nosewheel, weigh the aircraft in this level attitude. Start a record similar to the one below for your aircraft. NOTE: Make sure that you subtract the weight of any blocks or chocks placed on the scales to steady or support the aircraft. The fuselage stations of the main and nose wheel or arm is in inches in our calculations and the weight is in pounds (lb.), however you may convert the arm and weights to metric if so desired. Page 6-2

47 Now for the calculations The formula is: WEIGHT x ARM = MOMENT. Aircraft registration G-ABCD. Weighed on 1 August 2003, by A.N. Other. A.P.S. Weight includes- engine oil, unusable fuel, fire extinguisher, first aid kit, fire axe, seat cushions. Item Weight (lb) Arm (inches) Moment Port main wheel Stbd main wheel Nose wheel A.P.S Complete your table, calculating the moment for the main wheels and nose wheel. Now add together the moments to give a total moment. Similarly add together the weights to give your total or A.P.S. weight. Divide the total moment by the total weight and this will give you the arm or C of G position for your A.P.S. weight. TOTAL MOMENT TOTAL WEIGHT = A.P.S C of G Once you have completed the A.P.S. C of G calculations (which will require re-doing if equipment is added later or removed from the aircraft) you can proceed by adding pilot, passenger, baggage and fuel weights to calculate the flight C of G. The arm for the pilot and passenger is 56". The fuel arm = 76". The baggage arm = 88". Page 6-3

48 Note: Fuel = 7.2lb per imperial gallon Carry out calculations with various aircraft loadings until you fully understand the limits applicable to your aircraft. For example; due to differences in build, which may affect the A.P.S. weight and C of G, it could mean that your baggage capacity is restricted when, for instance, carrying two 180lb adults and full fuel. Note: Both zero fuel C.G. and take off C.G. should be within the C.G. limits bearing in mind that all weight limitations are adhered to. Item Weight (lb) Arm (inches) Moment A.P.S Pilot Passenger Baggage Zero fuel weight 1178 C of G Fuel Takeoff weight 1288 C of G Refer to the loading diagram and plot the total weight and the C of G position. Make sure that you stay within the weight and C of G limits. Page 6-4

49 Note: For the first flight the total weight and C of G should be within the First flight box shown on the graph. Page 6-5

50 Glossary of terms Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station A location along the aircraft fuselage usually given in terms of distance from the reference datum. Arm The horizontal distance from the reference datum to the centre of gravity (cg) of an item. Moment The product of the weight of an item multiplied by its arm. MAC (Mean Aerodynamic chord) Is the wing area divided by the span. Aeroplane centre of gravity The point at which an aeroplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the aeroplane. C.G. Arm The arm obtained by adding the individual moments taken at the aircraft and dividing the sum by the total weight. C.G. Limits The extreme centre of gravity locations within which the aircraft must be operated at a given weight. A.P.S. Weight Weight of an aircraft prepared for service, which includes unusable fuel, engine oil and fluids and optional equipment. Maximum gross weight Maximum gross weight approved for flight operations. Maximum useful load Difference between maximum gross weight and A.P.S. weight. Useful load Weight of occupants, baggage and fuel. Zero fuel weight. Weight of aircraft without useable fuel. Page 6-6

51 Fill in the appropriate blank spaces and photocopy this page to keep with the aircraft. Note: You will need to carry out a new APS C of G check if the aircraft is repainted or has equipment removed or added. Page 6-7

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53 7 Initial systems check Before any taxi or flight testing can commence each newly completed aircraft requires a very thorough inspection and systems check-out. Your first flight is not the time to start wondering whether a particular part of the control system was tightened. When carrying out any inspection work on an aircraft always work methodically to a check list making notes of any work required. Discipline yourself to work methodically. Make a list - engine mounting, exhaust, wiring, oil system, cooling system, induction system, engine controls, propeller and spinner, etc. and then methodically inspect every part of that particular system before moving onto the next. Never be afraid to ask other, perhaps more knowledgeable, people for advice. Independent final inspections by two people is strongly recommended and is a mandatory requirement in many countries. Eventually you will arrive at a situation when you have simply run out of excuses not to fly! But first...complete a weight and balance schedule as described in Section 6. Fuel system Verify that your fuel selector valve is working in the correct sense and= clearly placard OFF - MAIN and RESERVE. With the aircraft in the level attitude carefully fill the fuel tank, checking regularly for fuel leaks, and calibrate your fuel gauge at the same time. Due to the differing expansion rates of the polyethylene all the fuel tanks will be slightly different so make a note of your maximum capacity. Once your tank is full, inspect the entire fuel system for security and leaks. Page 7-1

54 Engine Before using the starter motor for the first time ensure that the oil system is properly primed according to the Rotax Operators Manual - failure to do this could result in engine seizure. Check that the ignitions are not live when in the off position. The Rotax engines have a magneto ignition system which needs to be grounded back to the engine to be dead. Check all engine controls and instruments for correct operation. If in doubt cylinder head and oil temperature gauges can be checked by immersion of the sender units into hot oil and calibrated by using a high temperature candy or cooking thermometer. Before first flight you will need to have run the engine for a minimum total of two hours without any problems. This will test also the engine support systems. After each engine run check:- Fuel system Throttle and choke cables Water system Radiator Oil system Exhaust system Propeller Spinner Idle check Static rpm For leaks and chafing hoses For correct operation. Check that application of full throttle actually activates both carburettors simultaneously For leaks, tightness of securing clips, chafing of pipes For security and chafing For leaks and chafing hoses For security, leaks and cracking Install and check according to the manufacturer s instructions. Check pitch is as recommended in the Rotax912 or 914 Engine Installation Manual. Torque and safety wire propeller bolts For true running, cracks and security Set idle to be rpm Approximately 5100 rpm Page 7-2

55 Fuel flow check You will need to know that your fuel system can supply sufficient fuel to the carburettors to sustain maximum power. Both the mechanical (912) and electric fuel pumps must be checked independently. See Engine Installation Manual for details. Airframe Check: Main gear leg attachment secure, brake attachment bolts and axle bolts secure, bearings packed with grease. Nose gear leg condition, shimmy damper operation, bearings correctly grease packed. Tyre pressure for correct inflation - 30 psi (2.0 bar). Leave for 24 hours then check again. Brake system for correct operation, brake pad wear, leaks and chafing of hydraulic pipe. Bleed by pumping fluid up from the bleed nipples to the master cylinders. Paint creep marks onto the main wheels and tyres. Check the entire flap operating mechanism for adjustment, correct operation, security of all nuts, bolts, pins and fittings. Bungee cord The bungee cord is there to act as a safety overload protection in case of overload of the nose gear, to prevent bending of the nose gear leg. It is not intended that the pre-tension will be exceeded normal operation. Flying controls Check the ailerons for smooth operation and that they fair into the trailing edge at neutral. Aileron travel should be: trailing edge down / 1 trailing edge up / 1 Check the entire control system against the builders manuals for the correct installation of all parts paying particular attention to the correct bolt lengths, orientation, washers, lock nuts, castle nuts and pins. Check all rod end bearings for correct installation and check nut security. Page 7-3